Internal combustion engine

ABSTRACT

A rotary engine is provided with means for introducing straight air and an ignitable fuel mixture into the spaces between the rotor vanes in a stratified condition. Special means for sealing the vaned rotors, special change of motion means, and special cooling means are also provided.

I Umted States Patent 1 1 3,565,049

[72] Inventor Jordan V. Bauer [56] References Cited 1001 Grand Avenue, Keokuk, Iowa 52632 UNITED STATES PATENTS Q52;- 22 1969 3,256,866 6/1966 Bauer 123/11 Patented Feb. 23, 1971 3,359,958 12/1967 Von Seggem eta] 123/75(B) Primary Examiner-Allan D. Hemnann Attorney-Johnston, Root, OKeeffe, Keil, Thompson and [54] INTERNAL COMBUSTION ENGINE Shurtleff 1 8 Claims, 13 Drawing Figs.

[52] U.S.Cl.... I E/8.13,

l23/8.47;75, 418/36;83;266 ABSTRACT: A rotary engine is provided with means for in- [Sl] Int. CL. F02b 53/06 troducing straight air and an ignitable fuel mixture into the [50] Field of Search 123/11, 75 spaces between the rotor vanes in a stratified condition. Spe- (b), 8 (SS) (U), (U), 8.09, 8.47, 8.13; 418/36, 37,

cial means for sealing the vaned rotors, special change of mo-' 266 tion means, and special cooling means are also provided.

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F I x W Y PATENTED FB23|sn 3565 049 SHEET 3 OF 7 JORDAN v. BAUER ATT'YS PATENTEUFEBZGHBYI 3,555,049

SHEET 5 0F 7 IN VENTOR:

JORDAN V. BAUER ATT'YS INTERNAL COMBUSTION ENGINE This invention relates to internal combustion engines and in particular to structural improvements on the type of rotary engine disclosed in U.S. Pat. No. 3,256,866.

Although the engine of my present invention is similar in design and mode of operation to that described in my U.S. Pat. No. 3,256,866, it is novel in that presents an improved solution to the problems that are involved in a rotary engine of this nature and overcomes some of the deficiencies of the prior art. The new features disclosed in the present invention relate not only to an improved construction for sealing and cooling but also to an improved fuel induction and combustion. This latter feature is of particular importance because it gives greater thermal efficiency with lower fuel consumption, and also presents an effective means of overcoming the serious problem of air pollution as caused by incompletely oxidized fuel residues that are present in the exhaust emissions of most internal combustion engines.

Essentially, my improved engine comprises: (a) a housing having a cylindrical combustion chamber'titted with journal box housings which enclose the two ends of the chamber; (b) an engine frame assembly on which said combustion chamber housing and other component engine parts are mounted; (c) a hollow axle shaft concentrically positioned in the cylindrical chamber and axially extending through the journal box housings to brackets on the engine frame of (b) which hold it in a fixed stationary position; (d) a rotary piston mechanism consisting of two dual vaned rotors, mounted to rotate on the stationary axle shaft of (c) within the cylindrical chamber with their respective pairs of vanes sointermeshed and sealed as to fit the contour of the cylindrical chamber so that the four air spaces between the vanes are hermetically confined; (e) a change of motion device by which each of the two vaned rotors is independently coupled to the power output shaft of the engine and is thereby induced to rotate continuously, but with alternating changes of speed with respect to each other, in such a manner that the four air spaces between the two pairs of rotor vanes are alternately compressed and expanded in such sequence that a four cycle mode of internal combustion engine operation is obtained with the cycles of intake, compression, combustion and exhaust taking place at 90 intervals around the circumference of the cylindrical combustion chamber; (f) a means to' simultaneously induct both straight air and an ignitable fuel mixture into the spaces between the rotor vanes, in a stratified condition, and in proper sequence to perform the intake cycle function of the engine; (g) a means of igniting the compressed stratified fuel charges whereby the differential rotation of the vaned rotors as induced by the expansion of the burning fuel charges drives the power output shaft of the engine by way of the change of motion device of (e); (h) a means of exhausting the expanded combustion products of the engine; and (i) a means of preventing overheating of the vaned rotor mechanism of the engine during operation by circulating a coolant through spaces in the walls of (a) and through the hollow shaft of (c).

A more detailed description of the structural features of my new engine, its various parts, the method of assembly and its mode of operation is as follows: The rotary piston mechanism of (d) comprises two vaned rotors, each a counterpart of the other and consisting of a pair of balanced radial sector shaped vanes of about 40 are, spaced 180 apart, and fixedly attached to one end of a cylindrical hub in such a manner that one-half their length protrudes axially beyond the end of the hub, with the other end of the hub-extending beyond the other end of the vanes, to form a journal which is splined or otherwise fitted at the end to take a driving gear. These vaned ro tors are fitted with a system of seals and are designed to be of such contour and dimensions as to contact the inner circumference and end walls of the cylindrical combustion chamber with a close but nonbinding fit. The hubs of the vaned rotors are centrally bored to give a close but free running fit on the said stationary axle shaft of (c) which is concentrically positioned in the cylindrical combustion chambenThe vaned rotors are assembled in the cylindrical combustion chamber so as to rotate on the stationary axle shaft with their respective protruding vanes intermeshed and the vane sectors contacting the inner circumference and end walls of the cylindrical chamber so that the four air spaces, between two pairs of rotor vanes, which constitute the working displacement of the engine, are hermetically confined. The vaned rotors are free to rotate independently of each other within the limits imposed by the areas occupied by the vane sectors and the restraints of the change of motion device of (e). The journals of the rotor hubs, along with the stationary axle shaft on which they revolve, are arranged to extend through journal hearings in the journal box housings that enclose the ends of the cylindrical combustion chamber, with the axle shaft of (c) projecting beyond the splined ends of the hub journals and being held in a stationary fixed position by brackets mounted on the engine frame of (b), whereas the rotor hub journals, as supported by both the axle shaft and the journal box hearings, are free to rotate.

The said change in motion device of (e) comprises two gear and eccentric crank mechanisms which separately couple the two rotors with the power output shaft of the engine. Driving gears are fitted on the splined end of each rotor hub and held in lateral position by thrust and radial bearings. These rotor driving gears are each meshed with a crank gear of one-half the pitch diameter of the rotor gears, with said crank gears each being designed to function both as a gear and a crank. These crank gears are each coupled by means of connecting links to a pair of cranks fixedly mounted 180 out of phase at opposite ends of a common counter shaft, and in line with said crank gears. The countercrank shaft is so arranged as to be parallel but eccentric to the axis of the crank gears. The two cranks on the counter shaft are designed to also function as flywheels. The countercrank shaft is fitted with a gear which meshes with a gear on the engine power output shaft.

As a result of this mechanical arrangement, rotation of the engine power output shaft will impel a differential cyclic variation in the rotational'speed of the two vaned rotors, thus causing the four air spaces between the two pairs of rotor vanes to be alternately expanded and compressed two times during one 360 revolution of the vaned rotor assembly. it, therefore, fulfills the requirements of a four cycle mode of engine operation, wherein the functions of intake, compression, combustion and exhaust take place at intervals during a full 360 revolution the two vaned rotors, with each cycle taking place at a fixed predetermined area in the circumference of the cylindrical combustion chamber.

Proper aspiration for the intake cycle of operation is obtained by placing two intake ports in the cylindrical wall of the combustion chamber at that area of the circumference where the intake cycle takes place, one port as an inlet for an ignitable fuel mixture, and the other port as an inlet for straight air.

The means for igniting the compressed stratified fuel charges comprises: the placement of a spark plug or equivalent ignition device in the cylinder wall of the combustion chamber, in line with the fuel mixture intake port at that area of the circumference where maximum compression of the fuel charge takes place, and then, timing the spark for most effective ignition.

The means of exhausting the combustion products of the engine comprises: the placement of an exhaust port in the cylinder wall of the combustion chamber at that area of the circumference where the exhaust cycle takes place.

The placement and dimensions of both intake and exhaust ports are such that the movement of the rotor vane sectors serve to automatically open and close the port openings at the proper time and sequence.

The means for preventing overheating of the engine during operation comprises: circulating water or some other liquid coolant through cooling jackets built into the combustion chamber and journal box housings of the engine. The coolant liquid is also circulated through the hollow axle shaft of (c) and this provides a more effective means of cooling the rotor vanes than could be obtained with the housing cooling jackets alone. This is an important feature of the invention.

The operation of the engine as a source of motive power is as follows: the power output shaft of the engine is rotated to start the engine. This, by way of the change of motion device of (e), actuates the vaned rotors and as the two pairs of rotor vanes rotate differentially they act to alternately compress and expand the air spaces confined between the vane sectors. This action draws the fuel mixture and the straight air through their respective intake ports into the cylinder where the combined but stratified charge is trapped between the vanes and carried one-half revolution around the circumference of the chamber as it is being compressed. At the point of maximum compression the fuel mixture is ignited by the spark plug located in the cylinder wall at the ignition area, and exerts its expanding force on the rotor vanes as the burning charge travels another one-half revolution around the circumference of the combustion chamber and then emits through the exhaust port. After the initial combustion the subsequent series of power impulses at 90 intervals will continue to actuate the two vaned rotors, which by way of the change of motion device will in turn drive the power output shaft of the engine.

Of the several different mechanical means of transforming a uniform rotary motion into an alternating fast and slow rotary motion, the use of an eccentric crank device offers a simple and effective means of performing this action. When two cranks, with their respective shafts parallel but eccentric to each other, are coupled by a connecting link, a uniform rotary motion of one of the crank shafts will induce an alternating fast and slow rotary movement of the other crank shaft. The frequency of this alternation is once in every 360 of revolution. The amplitude of the angular differential in movement between the respective crankshafts is when the crank shafts are in the same axis but increases as they are moved apart. A practical maximum limit to the degree of angular differential in rotation that can be utilized by this means is about 90 in 360 of rotation. This range of movement, however, is sufficient for the purpose of the invention. The reason for the two to one gear ratio in the eccentric crank mechanism is to obtain two alternations in the differential speed of the pairs of rotor vanes, so as to meet the requirements of the four cycle mode of operation.

The improved method of fuel induction and combustion, which is one of the important features of the invention, is effective largely because of the novel rotary vane type of construction used in my engine. It makes practical the use of a stratified fuel charge process of combustion. In this type of system a full charge of air is inducted at each intake cycle of the engine, regardless of engine speed or load, and only the amount of fuel is varied as required to meet the power demand made on the engine. Compression is, therefore, substantially constant under all operating conditions, from idling to high rotational speeds and full loads. Furthermore, when operating at less than full load conditions there is always an excess of air in the combustion chamber of the engine. This assures more complete combustion of the fuel and results in exhaust emissions that are relatively free of incompletely oxidized fuel residues. This desirable result is satisfactorily accomplished in the invention by the use of two intake ports, one to supply straight air and the other to supply an ignitable fuel mixture to the combustion chamber of the engine. The fuel mixture intake port is located in the cylinder wall close to one end of the combustion chamber, whereas the straight air intake port is located toward the opposite end of the chamber. Because of the centrifugal forces set up by the revolution of the rotor vanes and due to a Coanda effect, the ignitable fuel mixture that is inducted between the intake acting vanes stratifies at that end of the combustion chamber where the fuel mixture intake port is located and the straight air stratifies between the intake acting vanes at that end of the combustion chamber where the straight air intake port is located. Ignition of the fuel mixture is provided for by locating a spark plug or equivalent ignition device in the cylinder wall of the combustion chamber, in line with the fuel mixture intake port and at that area of the circumference where maximum compression of the fuel charge takes place. Due to the stratifying effect, the

fuel mixture remains in an ignitable condition at the ignition area even though there may be an excess of straight air at the other end of the combustion chamber.

A conventional carburetor, with a butterfly throttle valve, 12. used to feed an ignitable fuel mixture to the fuel mixture intake port, whereas the straight air intake port is fed by a straight air inlet pipe having a throttle control valve similar to that of the carburetor. The respective throttles of the carburetor and the straight air inlet pipe are linked to an integrated throttle control in such manner that when the carburetor throttle is opened the air inlet pipe throttle is proportionately closed, and when the carburetor throttle is closed the straight air inlet throttle is proportionately opened. The result of this arrangement isthat when the engine is in operation a full charge of air will be inducted by the engine at each intake cycle, but it is split between the carburetor and the straight air inlet pipe as determined by the setting of the integrated throttle control. The amount of fuel used, however, will vary as is required by the power demand on the engine.

When the carburetor throttle valve is closed to the degree that the engine is operating in an idling condition, the fuel mixture stratified at the ignition area of the combustion chamber occupies only a small proportion of the volume of the chamber, but as the carburetor throttle is opened and the air inlet throttle is proportionately closed the fuel mixture displaces the straight air to the extent that when the carburetor throttle is completely open and the air intake throttle is completely closed the fuel mixture completely fills the combustion chamber and no excess of air is present.

In situations where it is essential the exhaust of the engine should be free of incompletely oxidized fuel residue, the linkage coupling the carburetor and the air intake throttle can bev adjusted so the air intake valve does not completely close, thus allowing some excess of air and assuring more complete combustion of the fuel. This results in some sacrifice of peak power but is justified to obtain a cleaner exhaust.

To further illustrate and define the invention, the accompanying drawings and descriptions show a specific example of preferred construction of the new engine and the functions of its various parts.

In the drawings capital letters are used to designate the main structural components of the engine. The subparts that belong to, or are associated in the construction of these main structural units, are indicated by a number, followed by a lower case version of the capital letters that designate the main components. In those instances where two structural units are counterparts of each other and are of similar construction, they are designated by the same capital letter but a prime mark is added to the letter designating the counterpart. Likewise, the subparts of the counterpart unit also have added prime marks to identify them as being associated with that unit.

FIG. 1 shows a series of drawings which illustrate the construction of the main working parts that form the power train of the engine.

The letter A designates one of two vaned rotors that make up the rotary piston mechanism of the new engine. It is illustrated by side and end views which show the method of construction.

The other rotor unit, which is a matching counterpart of similar construction, is not shown in this drawing but is designated by the letter A in subsequent drawings.

The vaned rotor unit A comprises a bored-out steel rotor hub la. One end of the hub la is enlarged to form a boss to which a pair of sector shaped vanes 2a and 3a are attached. These vanes are of about 40 arc and are spaced apart. In a preferred method of construction the vanes are made of a light aluminum alloy and are dovetailed to the boss of the hub la with their ends extending one-half their length beyond the end of the hub and with the boss of the hub projecting slightly beyond the other end of the vanes as is indicated in the drawings. The other end of the rotor hub that extends beyond the boss is turned down to form a journal, and at the extreme end is splined to fit a rotor drive gear 19a. The upper vane, as shown in this drawing, is in cross section to better depict the system of seals and the manner in which they are spring loaded to maintain a hermetic seal when the vaned rotor units are in position within the cylindrical combustion chamber. The various seals are indicated at 4a, 5a, 6a, and 7a, and the plugs which seal the junctions between the several seals are indicated at 8a, 9a, and 10a. The loading springs for the seals are indicated at 11a, 12a, and 13a, and the loading springs for the junction plugs are indicated at 14a, 15a, and 16a. The symbol 17a indicates one of the precision ground metal discs used as the means to seal the ends of the combustion chamber and the symbol 18a indicates one of the ring type seals used to seal the journal of the rotor hub la. Details as to the construction of these sealing means are further illustrated in subsequent drawings.

The letter B designates a hollow axle shaft on which the rotor units A and A revolve. It not only functions as an axle for the rotors but is also used as a conduit for a cooling liquid. It is preferably plated with a metal suitable for bearing purposes. This hollow shaft is threaded internally at each end to take the coolant pipe fittings and is threaded externally at both ends to take a series of lock nuts indicated at 20b and 20b. The outer diameter of axle shaft B is such that it closely fits the bore of the rotor units A and A but is free enough to allow them to revolve with minimum friction. The outer surface of the axle shaft B is preferably grooved, as illustrated, for better distribution of the lubricating oil. i

The letter C designates one of the two crank gears, the construction of which is illustrated by both a side elevation and a perspective view. In these drawings the crank pin socket of the gear C is indicated at 21c and the gear shaft journal at 220. The counterpart gear C, not illustrated, is similar in construction to gear C and in subsequent drawings is designated by the letter C'.

The letter D designates one of two connecting links, the construction of which is illustrated by both a side elevation and a perspective view. The symbol 23d indicates the crank pin which fits into the crank gear socket bearing 21c. The symbol 24d indicates the crank pin which fits into the countershaft flywheel crank socket bearing 28a. The coupling D is of balanced construction as indicated in order to obtain dynamic balance by means of counterweight 292 on flywheel crank 27a. The other coupling link D is not illustrated as it is a counterpart of connecting link D and in subsequent drawings it is designated by the letter D.

The letter E designates a counter-crank-shaft assembly comprising a countershaft 26e with flywheel cranks mounted at each end. Its construction is illustrated by drawings showing side and end elevations. One of the flywheel cranks is indicated at 27e and the other flywheel crank at 27. The crankpin socket bearings of the respective flywheel cranks 27c and 27e' are indicated at 28c and 28a These bearings should preferably be of spherical design so as to prevent binding due to any slight misalignment. It should be noted that these flywheel crankpin socket bearings 28e and 28e' are so positioned as to be 180 out of phase. Counterweights on the flywheel cranks 27c and 27e are indicated at 29c and 29e. These are designed to dynamically balance the mass of the connecting links D and D. At a midpoint on the countershaft 26c is mounted a gear 30c.

The letter F designates the power output shaft assembly of the engine and is illustrated by a drawing which shows the power output shaft 32f fitted with a gear 31f which is adapted to mesh with gear 30a on the countershaft 26c. Also, mounted on the power output shaft 32f is a bevel gear 33f adapted to drive such parts of the engine as the lubricating oil pump and the ignition timing mechanism. The gear ratios are such that the shaft driving the ignition timing device turns at one-half the r.p.m. of the countershaft 26c. The symbol 34f indicates a power takeoff coupling flange and the symbol 35], a V-belt sheave to drive auxiliary equipment such as the radiator fan, cooling water circulating pump, and generator.

FIG. 2 shows a series of perspective drawings which illustrate in detail the construction features of the two vaned rotors and a system of seals. The letter A designates one of the rotors and the letter A its matching counterpart rotor. This drawing shows how the two pairs of sector-shaped vanes 20, 3a, and 2a, and 3a respectively, are dovetail fastened to their respective rotor hubs la and la and how one-half their length extends beyond the hub so that they may intermesh. It also shows how the rotor hubs la and la extend beyond the other end of the vanes to form journals, and are splined at the ends to fit the rotor drive gears 19a and 19a. The symbols 4a, 5a, 6a, and 7a show the construction of the various bar and shoe type seals and how they are fitted to the vanes. The symbols 8a, 9a, and 10a show the construction of the plugs which seal the junctions between thetbar and the shoe type seals. The loading springs for the various seals were illustrated in the rotor drawing in FIG. '1 and are therefore not repeated in this drawing. The symbol shows in perspective the construction of one of the two precision ground and fitted discs which seal the ends of the combustion chamber, and 184 indicates one of the two ring seals used to seal the rotor shafts. The construction of one of the rotor drive gears is shown in perspective at 19a.

FIG. 3 illustrates in perspective the structure and configuration of the various main stationary parts that make up the combustion chamber and frame of the engine. These parts are shown in an unassembled arrangement. To avoid unnecessary complexity the lesser parts formed of sheet metal, such as the oil pan, gear covers, piping, fasteners, nuts, bolts, screws, etc., are not portrayed because they are adequately illustrated in some of the other drawings.

The letter G designates the jacketed housing that serves as the cylindrical combustion chamber of the engine in which the vaned rotor units are positioned. The symbol 36g indicates the cylindrical bore of the combustion chamber and 373 indicates the spark plug cavity which is located at one end of the cylinder wall. The symbol 383 indicates the fuel mixture intake port and 39g indicates the straight air intake port. The exhaust port is indicated at 40g. The symbols 41g and 42g indicate water inlets to the cooling jacket. Similar inlets 41g and 42g are in the opposite end of the housing but are not visible in this drawing. The symbol 43g indicates the water outlet from the cooling jacket of housing G. A preferred material for this housing would be cast iron or some other suitable cast metal alloy.

The letters H and H designate jacketed cast metal housings which function as closures for the ends of the combustion chamber and as journal boxes for the hubs la and la of vaned rotors A and A. The symbols 44h and 44h indicate the journal bearings for the respective rotor hub journals. The symbols 74h and 75h indicate ports in housing H which, when the engine is assembled, match and are connected with the cooling water inlet ports 41g and 42g of the combustion chamber housing G. Similarly, there are ports 74h and 7511 in housing H which match and connect with water inlet ports 41g and 42g of the combustion chamber housing G. The symbols 17a and 17a indicate the disc type seals which, when assembled, are clamped in position between the combustion chamber housing G and journal box housing H and H, and serve to seal the ends of the cylindrical combustion chamber. The cooling water inlets to journal housings Hand H are not visible in this drawing gine, and also to support and hold in stationary position the axle shaft B on which the vaned rotors A and A revolve.

The letter M designates the cast metal lower frame of the engine which, when assembled, is attached to the bottom of the upper frame K. This lower frame M forms the base for the bearings which support countershaft E and also those bearings which support the power output shaft F. The letters L and P designate flanged bearing housings which, when assembled, are fastened to this lower frame M and support the front and rear journal bearings of the power output shaft assembly F. The letters N and O designate removable closures which are parts of the lower frame M but are removable to permit insertion of the power output shaft assembly F into the lower frame M. The letter O designates a face plate which is fastened to the lower frame M to furnish means for attaching to the engine a transmission or other power takeoiidevice.

FIG. 4 shows a side elevation of the assembled engine in partial cross section along the center line 2-2 looking in the direction of the arrows as shown in FIGS. 5, 6 and 7. In this drawing the two vaned rotors are shown in the closed ignition position, as confined within the cylindrical bore of the jacketed combustion chamber housing G. The jacketed journal box housing H and H are shown in assembled position with the cylinder end sealing discs 17a and 17a clamped in place between the journal box housings H and H and the combustion chamber housing G to close and seal the ends of the cylinder bore 36g. The rotor hub journals extend through the journal bearings 44h and 44h and are sealed by journal seals 18a and 18a. The rotor gears 19a and 19a are mounted on the splined ends of the rotor hubs la and 1a. The rotor gear 190 is fitted with a thrust ball bearings 45a and a deep groove ball bearing 460', along with a spring thrust washer 25 so as to carry both the radial and thrust loads that are imposed on the rotor gears 19a and 190 without causing binding of the rotor hubs. The rotor gear and bearing assembly is adjusted and held in position on the stationary axle shaft B by means of two of the series of lock nuts indicated at 2012 and b, and the other four lock nuts are used to fasten the axle shaft B securely and fixedly to the axle support brackets J and J. The rotor gears 19a and 190 are meshed with the crank gears C and C and in turn these crank gears are coupled to the countershaft flywheel cranks 27c and 27e by means of coupling links D and D. The journal shafts 22c and 22c of the crank gears C and C are supported by bearings 47k and 47k which are mounted on the upper engine frame K. The crank gears C and C are so located as to have a common axis, and this axis is in the same plane as that of the countershaft 26e, but is eccentric to it. The lower engine frame M attached to the bottom of upper engine frame K, with a spacing shim or gasket 58 placed between the two frames. The bearings 48m and 49m which support the journals of countershaft 26a are mounted on the lower engine frame M, and the bearings 50m and 51m which support the journals of power output shaft 32f are likewise mounted on the lower frame M. The countershaft 26e and power output shaft 32f are coupled by their respective gears 302 and 31f, and the end journals of the power output shaft 32f are supported by sealed bearings 52m and 53m, mounted in flanged bearing housings P and L, which are attached to the lower frame M of the engine.

The power output shaft 32f is fitted with a bevel gear 33f that drives a second bevel gear 60s, which actuates the lubricating oil pump and the ignition timing mechanism of the engine. The symbol 34f indicates a power takeoff coupling flange which is attached to the driving end of the power output shaft. The symbol 35f indicates a V-belt sheave that is mounted on the other end of power output shaft for the purpose of driving auxiliary equipment of the engine, such as the water pump, radiator fan, and generator.

The fittings C and N (also illustrated in FIG. 3) are used to plug the ends of the lower frame M and prevent loss of lubricating oil from the oil pan 54m. The letter O designates a face plate which is attached to the lower engine frame M and serves as the means to attach a transmission or other power takeoff device. Other components of the engine are indicated as follows: symbols 55j and 55j indicate sheet metal covers which enclose the rotor gear and crank mechanisms of the engine, 57b and 57b indicate pipe fittings which serve to conduct cooling water through the hollow axle shaft B of the engine and 43g the outlet port and 56g the pipe fitting which serves to conduct cooling water from the cooling jacket of the combustion chamber housing G to an external radiator. The symbol 383 indicates the location of the fuel mixture intake port in the combustion chamber and 393 that of the straight air intake port. The symbol 40g indicates the location of the exhaust port.

FIG. 5 shows an outside end view of the engine for the purpose of illustrating the placement of its various component parts. This is a front end view of the upper frame end bracket J, the lower engine frame M, the ignition timing mechanism S, and the fuel mixture carburetor R. A partial view is shown of journal box housing H, face plate 0, front bearing housing L, lower frame closure N, and the end of axle shaft B. Also shown is one of the lock nuts 2012' which serve to fasten the axle shaft B to bracket J, and pipe fitting 57b which functions to carry the water coolant that is circulated through the hollow axle shaft B. The symbol 393 indicates the fuel mixture intake port of the engine which is fed by the carburetor R. The exhaust port and exhaust pipe fitting are indicated by the symbols 40g and 62g. The water inlet pipe to the cooling jacket of journal box housing H is indicated by the symbol 63h and the water output pipe from the cooling jacket of the combustion chamber housing G is indicated by the symbol 56g. The symbol 615 indicates the spark plug of the engine. The symbol SSj indicates one of the sheet metal covers that encloses the gears of the engine, and 54m the sheet metal oil pan. The symbol 58 indicates the shim or spacing gasket which is positioned between the upper frame K and the lower frame M of the engme.

FIG. 6 is another from end view of the engine in section along the line Y-Y of FIG. 4. This view further illustrates the relationship and location of some of the various engine components. Visible in this view of the engine is the hollow axle shaft B, the journal box housing H, and upper frame K, the lower frame M and the face plate O. This drawing shows how the rotor gear bearing 46a is mounted on the axle shaft B and supports the rotor gear 19a" which meshes with crank gear C. It illustrates how the crank gear C is positioned eccentrically to the axis of the countershaft and is coupled to the countershaft flywheel crank 27e by means of coupling link D. A gear 30a (not shown in this drawing) meshes with and drives gear 31f of the power output shaft assembly. The arrows in the drawing indicate the direction of rotation of the various gears and countershaft assembly when the engine is in operation. The symbol 59: indicates the lubricating oil pump which is driven by the same auxiliary drive shaft that drives the ignition timing mechanism S. The symbol 58 indicates the shim or spacing gasket that is placed between the upper frame K and the lower frame M of the engine.

It should be observed in the drawings of FIGS. 4 and 6 that the bearings of crank gears 22c and 22c are shown as mounted on the upper frame K of the engine, whereas the bearings of the counter-crank-shaft assembly E are mounted on the lower frame M of the engine. Thus, any increase in the thickness of the gasket 58 will increase the distance between the axis of the countershaft 26e and that of the crank gear journals 22c and 22c, and will thereby increase the degree of eccentricity. Conversely, a decrease in the thickness of gasket 58 will decrease the degree of eccentricity. Thus, it is possible by using thicker or thinner gaskets to adjust within a significant range the compression ratio of the engine. This is another of the unique features of my new engine.

FIG. 7 shows an outside view looking down on the top of the engine. It is for the purpose of illustrating the improved fuel induction system of the engine and also the piping of the engine cooling system. The various components of the engine that are visible in this view are the combustion chamber housing G, the jacketed journal box housings H and H, the upper frame K, the lower frame M, the front bearing housing L, and the face plate Q.

In FIG. 7, the symbol 65 indicates the pipe that carries water from a pump (not shown) to the cooling system of the engine. The symbols 63h and 63h indicate the fittings which conduct the water into the cooling jackets of journal housings H and H from which the water passes into the cooling jacket of combustion chamber housing G, and comes out by way of pipe fitting 563 into outlet pipe 66h which goes to the cooling radiator (not shown) of the engine. The symbol 5717 indicates an elbow fitting which feeds cooling water through the hollow axle shaft B to emit from its opposite end by way of elbow fitting 57b into outlet pipe 66.

In FIG. 7 the details of the improved fuel induction and combustion system are also specifically illustrated. The symbol 69r indicates the intake pipe that feeds air to both the carburetor R and the straight air induction control system T. The carburetor R feeds a combustible fuel mixture into the combustion chamber of the engine by way of the fuel intake port 383 and the air induction system, designated by the letter T, feeds straight air into the combustion chamber by way of air intake port 39 The symbol 67r indicates the butterfly type throttle control valve of the carburetor R and the symbol 71! a similar butterfly type of throttle valve in the straight air inlet pipe. The air inlet pipe throttle 7lt andthe carburetor throttle 67r are coupled and actuated by means of a throttle control linkage 70 in such a manner that when the carburetor throttle is opened the air inlet pipe throttle is proportionately closed and when the carburetor throttle is closed the air inlet pipe throttle is proportionately opened. The symbol 722 indicates a spiral spring which restrains a flap valve 73!. It is arranged so the tension of the spring 72: is adjustable. The symbol 68r indicates a choke valve in the air induction pipe 69r. The symbols 40g and 62g indicate the exhaust outlet port and the exhaust pipe fitting, respectively.

FIG. 8 shows further details of the air induction control system T. It illustrates in cross section'the construction of the flap valve 73! which is used to balance the total supply of air between the fuel mixture and straight air intake ports.

In operation the tension of the spiral spring 72! (FIG. 7), which restrains the flap valve 7lt, is adjusted so as to slightly restrict the flow of air to air intake port 39g. The purpose of this arrangement is to balance and compensate for the restrictive effect of the venturi constriction of the carburetor.

In FIG. 8 the butterfly type air intake throttle valve 7lt is shown in the fully open position. Consequently, the throttle valve 67r of the carburetor R (FIG. 7), which is coupled to air throttle valve 71! by way of control linkage 70, would be in the substantially closed or idling position.

FIG. 9 is a cross section through the combustion chamber housing G taken along the line WW of FIG. 11 (see also FIG. 4). This is the location in the combustion chamber where the fuel charge is stratified and ignition takes place. The fuel intake port is indicated by the symbol 383, the spark plug cavity by 37g, the spark plug by 61s, and the exhaust port by 40g. The straight air intake port 39g is not visible in this drawing. The two pairs of rotorvanes which rotate clockwise are indicated by symbols 2a, 3a, 2a, and 3a and are shown at the moment of their closed or ignition" position. This position may be considered as the starting point of the four-cycle sequence of operation. FIG. 9 shows the beginning of a compression cycle with a stratified fuel charge about to be compressed between vanes 2a and 3:1. It also shows the beginning of a combustion cycle wherein the compressed fuel charge, confined between vanes 2a and 2a, is about to be ignited by spark plug 61s. It shows the beginning of an exhaust cycle with the expanded combustion gases confined between vanes 2a and 3a and about to be exhausted by way of exhaust port 40g. It shows the beginning of an intake cycle wherein a fresh charge of fuel is about to be inducted between vanes 3a and 3a by way of fuel intake port 38g.

FIG. 10 shows a cross section through the combustion chamber housing G taken along line X-X of FIG.'l1 (see also FIG. 4). This is the location in the combustion chamber where the straight air intake port 39g is placed. In this illustration the two pairs of rotor vanes are shown as at the moment of their open position. This position may be considered as the midpoint of the four-cycle sequence of operation. It illustrates the midpoint of an intake cycle wherein a charge is being inducted by way of straight air intake port 39g and fuel mixture intake port 38g (not visible) into the space between vanes 2a and 3a, the midpoint of a compression cycle between vanes 30 and 3a, the midpoint of a combustion cycle between vanes 3a and 2a, and the midpoint of an exhaust cycle wherein the combustion gases between vanes 20 and 2a are being exhausted by way of exhaust port 40g.

FIG. 1] shows a cross section through the combustion chamber housing G and the journal bearing housings H and-H taken along the line Z-Z of FIGS. 5, 6, and 7. This drawing illustrates the location of the discs 17a and which seal the ends of the combustion chamber bore 36g, the ring seals 18a and 18a which seal the rotor hub journals and the journal bearings 44h and 44h. It also illustrates the location of the fuel mixture intake "port 383, the straight air intake port 39g and the exhaust port 40g. The symbols 63h and 63h indicate cooling water inlets to the water jackets of journal housings H and H respectively. The cooling water outlet from the water jacket of the combustion chamber housing G is indicated by 43g.

FIG. 12 shows an end view of the jacketed journal housing H in partial cross section taken along line U-U of FIG. 13. This illustrates the location of the cooling water port and fitting 63h and connecting ports 74h and 75h which match with ports 41g and 42g in the combustion chamber housing G.

The symbol 76h indicates a fitting to supply lubricating oil to journal bearing 44h.

FIG. 13 shows a side view of the journal bearing housing H. It is in partial cross section along the line V-V of FIG. I2 and further illustrates the placement of the cooling water intake and connecting ports.

In the example of construction used to illustrate my invention, both of the vaned rotors are arranged to rotate cooperatively with alternate fluctuations of rotative speed in order to obtain a maximum degree of working displacement. For such application, however, where a smaller working displacement is acceptable, an optional method of construction would be to drive only one of the vaned rotors at an alternating speed of rotation and the other vaned rotor at a constant speed. This option would result in a sacrifice of about one-half of the potential working displacement due to a lesser degree of relative movement between the respective pairs of vanes, but would simplify construction in that only one instead of two eccentric crank mechanisms would be required. Such a modification in design, however, would be within the concept of the invention.

For reasons of brevity details of those parts, and external accessories of the engine that are supplementary in nature and of conventional construction, have been avoided as not being essential to the illustration of the invention.

Although the invention is demonstrated by a specific example of construction, it will be apparent that minor modifications of the component parts could be made and still be within the basic idea of the invention. It is therefore not intended for the invention to be limited to the specific example given but rather to cover the broader concept of the novel ideas it presents.

I claim:

1. A four-cycle rotary internal combustion engine comprisin (a) a housing with a cylindrical combustion chamber fitted at each end with journal box housings which enclose the ends of the chamber;

(b) an engine frame assembly on which said combustion chamber housing and other component engine parts are mounted;

(c) a hollow axle shaft concentrically positioned in the cylindrical chamber and axially extending through the journal box housings to brackets on the engine frame of (b) which hold it in a fixed stationary position;

(d) a rotary piston mechanism consisting of two matching dual-vaned rotors, mounted to rotate on the stationary axle shaft within the cylindrical combustion chamber with their respective pairs of vanes so intermeshed and sealed, as to fit the contour of the cylindrical chamber so that the tour air spaces between the vanes are hermetically confined;

(e) a change of motion device by which each of the two vaned rotors is independently coupled to the power output shaft of the engine and are thereby induced to rotate continuously but with alternating changes of speed with respect to each other in such manner that the four air spaces between the two pairs of rotor vanes are alternately compressed and expanded in such sequence that a four-cycle mode of internal combustion engine operation is obtained with the cycles of intake, compression, combustion, and exhaust taking place at 90 intervals around the circumference of the cylindrical combustion chamber;

(f) means to simultaneously introduce both straight air and an ignitable fuel mixture into the spaces between the pairs of rotor vanes in a stratified condition and in proper sequence to perform the intake cycle function of the engrne;

(g) means of igniting the compressed stratified fuel charges,

whereby the differential rotation of the vaned rotors as induced by the expansion of the burning fuel charges drives the power output shaft of the engine by way of the change of motion device of (e);

(h) means to exhaust the expanded combustion products of the engine; and

(i) means of preventing overheating of the vaned rotor mechanism of the engine during operation.

2. An engine as claimed in claim 1 in which said rotary piston mechanism of (d) comprises two matching vaned rotors each a counterpart of the other and each consisting of a pair of balanced radial sector shaped vanes of about 40 arc, spaced 180 apart and fixedly attached to one end of a cylindrical hub in such manner that one-half of their length protrudes axially beyond the end of the hub, with the other end of the hub extending beyond the other end of the vanes to form a journal which is fitted at the end to take a driving gear; said vaned rotors being fitted with a system of seals and having such contour and dimensions as to contact the inner circumference and end walls of said cylindrical combustion chamber with a close but nonbinding fit; said hubs of the vaned rotors being centrally bored to give a close but free running fit on said stationary axle shaft of (c) which is concentrically positioned in the cylindrical combustion chamber; said vaned rotors being assembled to rotate on stationary axle shaft of (c) within the cylindrical chamber of housing of (a) with the protruding ends of the respective pairs of vanes intermeshed and the rotor hub journals along with the axle shaft of (d) on which they revolve, extending through the bearings of the journal box housings, with said axle shaft of (d) projecting beyond the rotor hubs and held in a fixed stationary position by brackets mounted on the engine frame assembly of (b); said rotor hubs being supported by both the axle shaft and the bearings of the two journal box housings, and being free to rotate independently within the limits imposed by the areas occupied by the vane sectors and the restraints of the change of motion mechanism of (e).

3. An engine as claimed in claim 1 in which said change of motion device of (e) comprises two gear and eccentric crank mechanisms which separately couple the two rotors with the power output shaft of the engine; said mechanism consisting of a driving gear fitted to the end of each rotor hub; said rotor driving gears being each meshed with a crank gear of one-half the pitch diameter of the rotor gears; said crank gears each being designed to function both as a gear and a crank; said cran gears being each coupled by means of connecting links to a pair of cranks fixedly mounted out of phase at opposite ends of a common countershaft and in line with the crank gears; said counter-crankshaft being so arranged as to be parallel but eccentric to the axis of the crank gears and being gear coupled to the power output shaft of the engine.

4. An engine as claimed in claim 1 in which said means of (f) of introducing and controlling the proportions of straight air and fuel mixture that are inducted by the engine comprises: placement of two intake ports in the cylindrical wall of the combustion chamber at that area in the circumference where the intake cycle takes place, one port as the inlet for straight air and the other port as the inlet for an ignitable fuel mixture, said fuel mixture intake port being located at one end of the combustion chamber and fed an ignitable fuel mixture by a conventional carburetor and said air intake port being fed straight air by an air inlet pipe; said carburetor having a throttle valve and said air inlet pipe having a similar throttle valve, said throttle valves being mechanically linked to an integrated throttle control in such manner that when the carburetor throttle valve is opened the air inlet valve is proportionately closed, and when the carburetor throttle valve is closed the air inlet throttle valve is proportionately opened, thus dividing the total air supply to the engine between the carburetor and the air inlet pipe as determined by the setting of the said integrated throttle control and causing the fuel mixture to be stratified in the space between the intake acting vanes at that end of the combustion chamber where the spark plug is located and the straight air to be stratified between said intake acting vanes at the opposite end of the combustion chamber.

5. An engine as claimed in claim- 1 in which said means of (g) for igniting the compressed stratified fuel and air charges in proper sequence to produce a series of power impulses, comprises the placement of a spark plug or equivalent ignition device in the cylindrical wall of the combustion chamber at that area of the circumference where maximum compression of the fuel charge takes place and in line with the fuel mixture intake port, said spark plug being actuated to ignite the fuel charge at the most effective moment by use of a conventional electrically powered ignition system and timing device.

6. An engine as claimed in claim 1 in which said means of (h) of exhausting the expanded combustion products of the engine comprises the placement of an exhaust port in the cylinder wall of the combustion chamber at that area of the circumference where the exhaust cycle takes place; said exhaust port being of such dimensions that it is opened and closed in proper sequence by the differential rotation of the rotor vanes.

7. An engine as claimed in claim 1 in which the means to seal the rotary piston mechanism of (d) comprises fitting the vanes of the rotors with a series of bar and shoe type seals, with plug type sealing means to close the junction points where the bar and shoe type seals meet, said seals and junction plugs being spring loaded to assure contact and a hermetic seal with the cylindrical and end walls of the combustion chamber; said end walls of the combustion chamber consisting of two of precision ground metal discs so arranged as to seal the ends of the cylindrical bore of the chamber and fitted with ring seals so as to also seal the journals of the vaned rotor hubs.

8. An engine as claimed in claim 1 in which the means of (i) of preventing the vaned rotor mechanism from overheating during engine operation comprises the circulation of water or other fluid coolant through cooling jackets built into the combustion chamber and journal box housings of the engine and also circulating the coolant through the hollow stationary axle shaft of (c) of the engine. 

1. A four-cycle rotary internal combustion engine comprising: (a) a housing with a cylindrical combustion chamber fitted at each end with journal box housings which enclose the ends of the chamber; (b) an engine frame assembly on which said combustion chamber housing and other component engine parts are mounted; (c) a hollow axle shaft concentrically positioned in the cylindrical chamber and axially extending through the journal box housings to brackets on the engine frame of (b) which hold it in a fixed stationary position; (d) a rotary piston mechanism consisting of two matching dualvaned rotors, mounted to rotate on the stationary axle shaft within the cylindrical combustion chamber with their respective pairs of vanes so intermeshed and sealed, as to fit the contour of the cylindrical chamber so that the four air spaces between the vanes are hermetically confined; (e) a change of motion device by which each of the two vaned rotors is independently coupled to the power output shaft of the engine and are thereby induced to rotate continuously but with alternating changes of speed with respect to each other in such manner that the four air spaces between the two pairs of rotor vanes are alternately compressed and expanded in such sequence that a four-cycle mode of internal combustion engine operation is obtained with the cycles of intake, compression, combustion, and exhaust taking place at 90* intervals around the circumference of the cylindrical combustion chamber; (f) means to simultaneously introduce both straight air and an ignitable fuel mixture into the spaces between the pairs of rotor vanes in a stratified condition and in proper sequence to perform the intake cycle function of the engine; (g) means of igniting the compressed stratified fuel charges, whereby the differential rotation of the vaned rotors as induced by the expansion of the burning fuel charges drives the power output shaft of the engine by way of the change of motion device of (e); (h) means to exhaust the expanded combustion products of the engine; and (i) means of preventing overheating of the vaned rotor mechanism of the engine during operation.
 2. An engine as claimed in claim 1 in which said rotary piston mechanism of (d) comprises two matching vaned rotors each a counterpart of the other and each consisting of a pair of balanced radial sector shaped vanes of about 40* arc, spaced 180* apart and fixedly attached to one end of a cylindrical hub in such manner that one-half of their length protrudes axially beyond the end of the hub, with the other end of the hub extending beyond the other end of the vanes to form a journal which is fitted at the end to take a driving gear; said vaned rotors being fitted with a system of seals and having such contour and dimensions as to contact the inner circumference and end walls of said cylindrical combustion chamber with a close but nonbinding fit; said hubs of the vaned rotors being centrally bored to give a close but free running fit on said stationary axle shaft of (c) which is concentrically positioned in the cylindrical combustion chamber; said vaned rotors being assembled to rotate on stationary axle shaft of (c) within the cylindrical chamber of housing of (a) with the protruding ends of the respective pairs of vanes intermeshed and the rotor hub journals along with the axle shaft of (d) on which they revolve, extending through the bearings of the journal box housings, with said axle shaft of (d) projecting beyond the rotor hubs and held in a fixed stationary position by brackets mounted on the engine frame assembly of (b); said rotor hubs being supported by both the axle shaft and the bearings of the two journal box housings, and being free to rotate independently within the limits imposed by the areas occupied by the vane sectors and the restraints of the change of motion mechanism of (e).
 3. An engine as claimed in claim 1 in which said change of motion device of (e) comprises two gear and eccentric crank mechanisms which separately couple the two rotors with the power output shaft of the engine; said mechanism consisting of a driving gear fitted to the end of each rotor hub; said rotor driving gears being each meshed with a crank gear of one-half the pitch diameter of the rotor gears; said crank gears each being designed to function both as a gear and a crank; said crank gears being each coupled by means of connecting links to a pair of cranks fixedly mounted 180* out of phase at opposite ends of a common countershaft and in line with the crank gears; said counter-crankshaft being so arranged as to be parallel but eccentric to the axis of the crank gears and being gear coupled to the power output shaft of the engine.
 4. An engine as claimed in claim 1 in which said means of (f) of introducing and controlling the proportions of straight air and fuel mixture that are inducted by the engine comprises: placement of two intake ports in the cylindrical wall of the combustion chamber at that area in the circumference where the intake cycle takes place, one port as the inlet for straight air and the other port as the inlet for an ignitable fuel mixture, said fuel mixture intake port being located at one end of the combustion chamber and fed an ignitable fuel mixture by a conventional carburetor and said air intake port being fed straight air by an air inlet pipe; said carburetor having a throttle valve and said air inlet pipe having a similar throttle valve, said throttle valves being mechanically linked to an integrated throttle control in such manner that when the carburetor throttle valve is opened the air inlet valve is proportionately closed, and when the carburetor throttle valve is closed the air inlet throttle valve is proportionately opened, thus dividing the total air supply to the engine between the carburetor and the air inlet pipe as determined by the setting of the said integrated throttle control and causing the fuel mixture to be stratified in the space between the intake acting vanes at that end of the combustion chamber where the spark plug is located and the straight air to be stratified between said intake acting vanes at the opposite end of the combustion chamber.
 5. An engine as claimed in claim 1 in which said means of (g) for igniting the compressed stratified fuel and air charges in proper sequence to produce a series of power impulses, comprises the placement of a spark plug or equivalent ignition device in the cylindrical wall of the combustion chamber at that area of the circumference where maximum compression of the fuel charge takes place and in line with the fuel mixture intake port, said spark plug being actuated to ignite the fuel charge at the most effective moment by use of a conventional electrically powered ignition system and timing device.
 6. An engine as claimed in claim 1 in which said means of (h) of exhausting the expanded combustion products of the engine comprises the placement of an exhaust port in the cylinder wall of the combustion chamber at that area of the circumference where the exhaust cycle takes place; said exhaust port being of such dimensions that it is opened and closed in proper sequence by the differential rotation of the rotor vanes.
 7. An engine as claimed in claim 1 in which the means to seal the rotary piston mechanism of (d) comprises fitting the vanes of the rotors with a series of bar and shoe type seals, with plug type sealing means to close the junction points where the bar and shoe type seals meet, said seals and junction plugs being spring loaded to assure contact and a hermetic seal with the cylindrical and end walls of the combustion chamber; said end walls of the combustion chamber consisting of two of precision ground metal discs so arranged as to seal the ends of the cylindrical bore of the chamber and fitted with ring seals so as to also seal the journals of the vaned rotor hubs.
 8. An engine as claimed in claim 1 in which the means of (i) of preventing the vaned rotor mechanism from overheating during engine operation comprises the circulation of water or other fluid coolant through cooling jackets built into the combustion chamber and journal box housings of the engine and also circulating the coolant through the hollow stationary axle shaft of (c) of the engine. 